Driving mechanism for car accessories



Sept 11, 1951 P. K. BEEMER ETAL DRIVING MECHANISM RoR CAR ACCESSORIES Fild May 24, 1948 Sept. l1, 1951 P. K. BEEMER ETAL DRIVING MECHANISM RoR CAR ACCESSORIES 8 Sheets-Sheet 2 Filed May 24, 1948 ma u r EF? MK r Sept. 11, 1951 P. K. BEI-:MER ErAl. 2,567,866

DRIVING MRCHANISM RoR CAR ACCESSORIES Filed May 24, 1948 8 Sheets-Sheet 5 .T17 V'naz'jau] KB semer' .Henry D Flz.: :275

mlm/M Sept. 1l, 1951 P K, BEEMER ETAL 2,567,866

DRIVING MECHANISNI FOR CAR ACCESSORIES Filed May 24, 1948 8 Sheets-Sheet 4- H'Enry ZFzzabs www@ Paul K Baamer Sept. 11, 1951 P. K. BEEMER ET AL DRIVING MECHANISM FOR CAR ACCESSORIES Filed May 24, 1948 8 Sheets-Sheet 5 Sept. 1l, 1951 P. K. BEEMER ETAL DRIVING MECRANISM RoR CAR ACCESSORIES 8 Sheets-Sheet 6 Filed May 24, 1948 h uw /f Int/'ezvaz .IBLZJKBEEL'JEP IIV ud. 0m.

Sept. 1l, 1951 P. K. BEEMER ErAL 2,557,366

DRIVING MECHANISM FOR CAR ACCESSORIES Fld May 24, 1948 8 Sheets-Sheet 7 WEEE@ gnF E Sept 11, 1951 P. K. BEI-:MER ErAL 2,567,866

DRIVING MECHANISM FOR CAR ACCESSORIES Filed May 24, 1948 8 Sheets-Sheet 8 Patented Sept. 11, 19H1 DRIVING MECHANISIVLFOR CAR ACCESSORIES rPaul K. Beemer, Inglewood, andHenry 0. Fuchs,

Los Angeles, Calif.,.-assignorstoPreco Incorporated, Los Angeles, Calif., a corporation of Cali- "fornia Application May 24, 1948Serial No. 28,778v v This invention relatesto ldriving mechanisms "forear accessoriessuch for-example as air cirfculating fans used lto set up -air circulation in frefrigerator or other railway cars. Such use of 'the driving mechanism is typical; but the invention 'may be used Afor Ydriving any accessory from the running gear.

Oneof the primary purposes of the invention 'isfthe provision-of driving mechanism adapted @particularly for operation onra'ilway express `rel'irigerator cars, which are operated at highspeed andin which the large truck spacing and axle spacing Von each ltruck "produce relatively great fangular and vlateral shiftings between the car "bodyrland wheels. Also the relatively soft springs withfswing hangers A-allow `greater lateral motion than obtains in vstandardrefrigerator cars.

`.'Ihe present-invention provides a drive mechf-anism' particularly adapted for Ataking its initial :drivefrom a drum mounted on the centralvpart `vo1 `an axle, where' the drum can -be wide enough ltot-'accommodate the lateral displacements due Jtob'othlateral and angular movements between truckandfbody. But although it is so particuilarlyadapted, the `drive mechanism of vthe inl vvvention includes Within its capabilities the 'taking under thel car oorandon an'axis which extends laterally relative to vthe car. One end 'of the =shaft is`preferab1y located ator vnear the plane "'f" the "carfside Wall so that the drivemay be Aitalien :from that end inthe Vplane of the wall.

That arrangement, although convenient lfor the 'air-fantype ofaccessory, is nota restriction on fthe invention,as other'loca'tions `of that end of *the shaftfmay be convenient v:for driving acces- '19 Claims.. (Cl. 1105-112) scarica-"such as generators, which may belocate'd @under lthe car floor. However, for `descriptive convenience, Without limitation thereto, thatV end Y a longitudinal Vaxis and for swinging motion through at lleas't fa small angular range about an =axis or yaxesvvliz'sh is or are transverseiof theftube. 'Aftraction roller is carried on an arm which extends transversely from thershaft carrier tube. A transmission, preferably of thebelt and pulley type, connects the roller rotatively with the inner end of the shaft. Rotational swinging of the carrier'aboutfa longitudinal vvaxis throws the'traction'roller into and out of tractive vengagement-with the drum.

'Theouter end of the shaft carrier, or in eiect the outer end of the shaft, is so 'mountedfthat it may rotate about a lengitudinal axis and also that in normal operation it may have a Vswing-,f-

r`ing movement,'indepen`dent of that rotation. to-

`'operative or operative. 'When the mechanism is rendere'dinoperative'it is desirablethatthe tracvvtionrller also-be moved out of its tractive engagement. `It is one of thefeaturesof preferred `forms of.' Athe invention Vthat the independent movements ofthe outer shaft'end that are necessary in normal operation. are provided' by a Afs'imple'linkage and`V pivot unit'which acts in such manner that lboth the required relieving movekments arederivedY from a single, manually caused,

movement. "That is, while thetwo'movements for freedomsreferredfto vare independent in normal "operation, they are caused to depend one r`upon Athe other; in the relieving operation.

VThe'linka'ge 'and pivot'hangar unit just 'referred to 'also has distinct advantages ofV sim- 'plicity-'f manufacture and of requiring no great `precision of 'location on the vcar body. Infact,

oneo'f vthe 'advantageous features of the invention, and of itsppreferred design, lies in its non-requirementof precisemounting and in its flexible fabilityto accommodate distortions of the car body. vAnother feature promoting simplicitylies 'inthe use of a single-spring to urge the shaft carrier'fboth relatively and svvingingly to engage the'traction 'roller with the drum and to 'keep "the "nal vdriving belt tight. Other objectives and accomplishments lof theinvention :will appear. y The drawings showfthe invention, in its presently preferred form and detailed design, applied to a typical car structure and use, illustratively, for driving a Ventilating fan of the type shown in ,the Van Dorn Patents 2,214,210 and 2,349,315. The showings in the drawings are intended to be merely an illustrative and typical form of the invention; and the fan illustrative of any car accessory which maybe driven by the driving mechanism of the invention.

In the drawings:

Fig. 1 is a fragmentary view, on line I I of Fig. 3, in vertical section transverse of the length of th car;

Fig. 2 is a similar view on the same sectional line, Figs. 1 and 2 together comprising a complete transverse vertical section which may be composed by placing Fig. 2 to the right of Fig. 1 with the two axial lines A in alinement;

Fig. 3 is a view showing the mechanism in normal operative condition, essentially in side elevation, as indicated by line 3 3 on Fig., 1,

but with the lower part of the view taken on line 3 3 of Fig. 2;

Fig. 3a is a detail section on line 3a 3a of Fig. 4;

Fig. 4 is a view similar to Fig. 3 showing positions of the parts different from Fig. 3 and with the upperpart of the iigure taken in sectional elevation as indicated by line 4 4 on Fig. 1, and with certain parts broken away to show parts behind;

Fig. 5 is a sectional elevation on line 5 5 of Fig. 2;

Fig. 6 is a fragmentary plan section on lines 6 6 of Figs. 1, 2 and 3 with some parts broken away;

Figs. 7, 8, 9, and l are explanatory diagrams;

and

Fig. 11 is a view of a modified form.

Fig. 12 is a diagram showing a modification.

Figs. 1, 2, and 6 are all to the same scale. Figs. 3 and 4 are on a reduced scale.

In the drawings various parts of a typical car y structure are shown in various aspects. In Fig. 1 a fragment of the lower part of the car side wall is indicated generally by the numeral I6, that part of the side wall being also seen in exterior elevation in Fig. 3 and in elevational section in Fig. 4. In Fig. 1 a fragment of a typical floor structure is shown as comprising the upper flooring I I and the lower floor structure member l2. In Fig. 2 the lower floor member I2 is shown in its continuation to the right of the parts shown in Fig. 1. Fig. 5 also shows the lower member of the floor structure; and Figs. 3 and 4 indicate in broken lines the relative locations of the iioor structure members Il and l2. The composite floor structure is merely typical and will be referred to simply asthe floor or floor structure. The casing of a typical Ventilator fan is shown at l5, in Figs. 1, 3 and 4, in its typical position on and over the floor. The

driving shaft I6 of this typical fan is shown as projecting out through side wall l0, or at least partially through the thickness of the wall into an external wall recess which is covered by a cover plate' 20 (or the external wall sheathing) at the external surface of the wall. The structure and the casing of this recess in the wall is of no particular significance to this invention.

Sheave 22 is carried by shaft I6 in the recess which also accommodates driving belt 24 that drives sheave 22 from a sheave 26 which is mounted on the outer end of driving shaft 28. Driving shaft 28 is journaled in a shaft-carrying tube 3@ which extends laterally and substantially horizontally under the car floor. Bearings for shaft 28 in tube 3B are indicated at 28a (Fig. 6). The inner end of shaft 28 is driven, as will be described, from a wheel (32) and axle (34) unit of the car, and the outer end of shaft 28 carries the sheave 26. in the vertical plane of upper sheave 22, in a position below the car iioor. Driving belt 24 is kept tractively tight, or is released to non-tractive looseness, by movement of the outer end of carrier tube 30 and shaft 23 in directions which may be preliminarily described as generally up and down (to and from accessory shaft i6). With driving belt 24 in its tractive condition, fan l5 or any other car accessory is driven from the wheel and axle unit. With belt 24 released, the accessory may be independently driven from a suitableindependent source of power through the belt indicated at 36, and the sheave 38 which may be temporarily attached to the permanent sheave 22. Belt guards 2| and 25 prevent the belt from entirely leaving the pulleys 22 and 26 when 26 is lifted. Guard 25 is mounted on carrier tube 36 by bracket 21.

The inner end of shaft carrier tube 30 is mounted on the car body, preferably in the man'- ner here described, for rotation about an axis longitudinal of itself and for swinging movements about an axis transverse of its longitudinal axis. As will become evident, it is immaterial whether the longitudinal rotation axis of the carrier tube is co-axial with the tube or somewhat oifset from the tube axis. Because of simplicity, and particularly to allow the desired freedom of movement of the outer end of the tube in a simple manner, the inner end is mounted to swing in both degrees of freedom about an effective point of support non-axial of the tube. (See Figs. 5 and 6.) As illustrated, a bracket 4D is mounted on the undercar framing 42 and carries a pivot pin 44. Tube 30 carries near its inner end a projecting apertured lug 46 which fits loosely over pivot pin 44 to permit the tube to swing through the required small angle about a transverse axis. Or, to allow the necessary freedom without looseness, the lug may be provided with a rubber bushing fitting the pin snugly. Such bushings are described below in similar situations. They have the l'effect of eliminating wear and `rattling which may be caused by loose movements of the parts. In any event, whether the rubber bushing is used or not, the support of the tube on pin 44 is in full effect a point support which allows the tube to rotate and/ or swing, through the necessary operating angles, about both longitudinal and transverse axes.

Sheave 5l] is mounted on the inner end of shaft 28 where the shaft projects beyond the inner end of carrier tube 30. A guard 52 is mounted, by bracket 54, on tube 30, to overhang belt 56 and pulley 50; to prevent the belt from being easily removed. Belt 56 is driven from a lower sheave 5B (see Fig. 5) which is mounted on shaft 60 of a traction roller 62. The traction roller is adapted normally to engage the surface of drum 64 mounted on car axle 34, preferably centrally between its two car wheels. Driving sheave 58 and tractionA roller 62 are carried by the inner end of carrier tube 36 in the preferred manner now described.

A hanger arm 'I0 extends in a generally radial direction and generally downwardly from4 the inner end of carrier tube 3D. At its lower end 'arm '1in 'carries la stud shaft T2 :on Ba 'horizontal -a`xis,andfa' hub '1.4Toffa'verticallyv 'swinging' arm I6 Ilis:.-fswin'g'ng'ly mounted on "studishaft' T2. .firm l"I6 projects iin a `-general h'orizontalfdirection"from `stud "I2 "toward traction dr.um6"4. At its louter 'swinging endfarm `I6 marries ya journalhub 'lfiin 'which :the shaftr 'oftraction'rollerSZ rand'lower -driving .sheave 58 'is fjrmrnaledronva horizontal :,axis. A compression 'spring 1180 Vis mounted I'around a 'vertical rod t82 which'iis `-mounted-on Uhanger arm "'I-U," thewupperfend fof .fthe spring bearfing :against 'a :collar-84 xed-fonfthe rod, and the flower-end lof the spring ipressingfdownwardly on f'swi-nging arm 16. vlThe .lower end -of :rod `t2 :passes loosely through aholevinarm t"II, The :action -of spring 0 is to keep f driving @heli-.w56 f. in tractively tight engagement 'with v:sheaves '#50 fand-:58.

will be apparent fromfwhat -hasybeen `described Aso far,'traction roller --6-2 --will beswung "toward theieft finFigs. 3,'4fan'd 5,fandinto -tracdrive engagement with 'drum 64, when the inner end -of'carrier ytuberi!) is rotated .orfswung in--a -fclockwise `direction Vabout Iits pivotal poi-nt of V:support And rotation ofthe inner-end offthe f'tube lin the opposite'direction vwil1l-..swing v.traction rol-ler f62 away'fromecontact With\dr-um64, to .such -a typical position as .is illustrated `in F.ig. 4.

' The outer end of carrier-tube 3&3 is mountedr sothat'it can rotate -With the inner l-end ofithe Itube'and also swinger-translate .in a direction .-which 'is-generally toward .and from the .upper accessory :shaft I6 -and itsfsheave `22. The --prefferred mounting Aincludes ra )mounting Iarm` 90 rigidly Asecured `at one end .to tube 30 and .normallyextending ytransversely of the tube in -a `*generally horizontal .direction,f-towar'd the .left .in K-the-aspect of Figs. 3- and 4. 'The outer .end of `arm 9!) carries a vprojecting transverse .pin ..92

(see Figs. land 6) which underlies .a .suitable .downwardly Yfacing surface that limits the 11pwardmovement .of that end of 'the arm while allowing it Afreedom-rito Amove down and to'mo've .horizontally to right and left in `Figs."3 r4and '4.

Thelower Yilange .94 of v.car side-sill 96 .conveniently provides -that downwardly facing surface.

.At a medial point in v'its `1ength,`prferab`ly .closer to tube 30 than to pin 92,arm 90'rigi`d1y .carries a pivot stud 9B extending'from'th'e arm v.parallel to the axis of tube'S. '.The"`projecting end of. stud 98 is flexibly carried inrub'ber bush- Ving .IDI .inthe end "Illu of a swinging'arm or'link ..I.02whose pivoted end 'IM is .swingingly mount- '.ed on a .horizontal transverse stud Iivvhic'zli 'is @conveniently mounted on side sill'. The "hub j end H18 of a manipulating arm `IIJQ-is also conveniently mounted to'swin'g (independently of arm |112) on studl. Arm `I'E32-extenils from `.pivot stud IUS in a directionwhichijs"transverse of the 'linebetween vaccessoryr shaft wand/driving .shaft 23 so that the'swingingmovementofthe router end 190 of the'arm, and of 'stud"9"8,' will' be generally. along a line so "directedthat'the movemerit (carrying tube 30 and drivef'shaft28 with it) will loosen 'or tightenbelt r21|. (See-"Figs '-3' and 4). .As willbeunderstoodfifromthe succeed- 'ing Adescription ofoperation, itis only the'transflationaleomponent `of the movement oi stud '598 in the direction' established'by the y"spatial relationship of shafts I6 and 28 that is utilized'in tightening and freeing the belt. Accordingly, stud '98.as acarrier'for'the outer end of tube 4'-30 and shaft`28, or'the tube-shaftu'nit itSeIL'might 'be mounted to :slideltranslationally along aline o'f movementparallel to the linebetween"sha1-tsv iro I ygages l111g 130.

6 "I6 anirz, or With-fa fc'omponent yalong `^thatllne. However, the mounting using a swingingerm :such .fas1I02 ismore simple and accordinglyipreferred 'Spring means'fare provided 'for '.rotativly .urge I'inglcarriertlibe clockwise in the aspect of`Fi`gs. 3, @i fan'd, 'thereby to 'swing 'carrier arm 'I''ftowa'rd the fleft-and move traction roller y62 'against drum y6M and also `forfurging the 'outer end of the .icarrier-tube 'and sheave 26 downwardly,away'from 'sh'eave `2'2,to keep belt 24 taut. Althoughltwo iindependent springs (or weightsl'could'be used lforthose functions, the single torsion sprir'g"elef 'fmentshown' inv thev Ydrawings 'is preferred.

'As-:seen best in'fFigs. '1, '2 and 6,'-the spring ele- V:merit is'inthe form `of a torsion rod having fa vm'edial"straight portion "H10-with a transversely '-'exten'dingfarm l'I I -2 (Fig. 5)' at one yend andan- 'fother transverse v'arm WIIlI at the other rend. #Straightfportion -I-IU, near the outertransverse farmfI-I-fl, isloosely, conned in alug I'I6 which `Ais'rigidly*mounted on the outer-end'portion"of y"sleeve 30. In practice `the lug zis made -in fthe l form fof a 'clamp as'shown, and a rubber bushing IfI8-'fdi'-rect1y'surrounds ther'o'd to eliminate -any 'rattle-producing"1ooseness; but the func- `-tionafl*effect is "thesame Y'as if rod I'ID simply passed yloosely through lug *I I6. vThe straight 'torsional portion vI III] lof thespring is substantially parallel to tube 30.

At its inner end the spring'is securedto carrie tube in `sucl'ra manner-that the torsional reaction `of the spring, producing a `torqueaboui'f theaxis fof spring section -IIiJ,.is 'transferredto the carrier tube. In the present preferred-'modification-such v'a 'connection is made by :confining "springn'arm M2 'in ra chan-nel `member |20, which '.isrigi'dly connected'bet'ween tube V3U and hanger larm Wand thus'serves'alsoas a brace for the 4hangerfarm. The extreme end I2'2 of -arm VI'I2 vis bent :atanangle 'to H2 .and'projects-through -anv opening -I 24 in the vchannel bottom, preventving'I I2 Ifrom being 'displaced along the .length-fof Ithe channel more than the lo'oseness'of I 22 in :L24 permits. A-pin I'Z'B-'connesspring arm I'I2'in chann'eld!! and prevents or limitsmovemen-tof the whole spring unit 'lengthwise' 'off-central portion 'I TI Il.' `The routerV end of outer springarm "I I 4 'fis'conned by-b'earing upwardly into'a notch lf2-8 `:inalug' I 3Q welded to the 'car frame, for'in'stanc'e `to the "underside of Vside 4sill 96. `See Figs. A13 fand'a.

The spring vis "torsionally' loaded so that, inrthe -ireiative'positions of its varms sh'ownnfFig's. '3,24 and5,'arm vII'2 is Yurged clockwiseand yarm Il "counter-clockwise The louter end of 'arm fIfI'4 rpressesup'into the notch I23. ASpringtorque'iis transmitted through larm H2' to urge tube 230 -an'dfthe hanger arm "I 'clockwise to press *trac- "'f'tion'ro'lfler 62 v'against the drum. In reactionato those'E-pressures, there 'is la pressure by the spring 'a 'general downward direction on the lug :I'I'B -'by`which the Outerfpart of 'Spring'portionl I-I) is 4connected Atothe louter end portion of vcarrier tube e S30. vThemagnitudes of vthe 'spring exerted Iforces depend generally on 'the 'loading ofthespring; theirfrelative magnitudes depend on such vfactrs "of-spring .design :as the eie'ctive length of spring larm I I4 'L-a'n'd therelative direction of the ...pres- 'sure axis Aatthep'oint where `spring arm :I I4f'envThe 'relative spring dimensions andldispositions lshown in the drawings are vsuitablefwithlproperiloading, to maintain the trac- `tion roller in 'effective idrum AContact 'and 1 atV` the ssax-ne "mtime `fito press fsheave -25 downwardly *with ing torque.

a Vforce suitable to maintain proper tension on belt 24.

The action of the spring on the carrier tube is the same as if the spring were substituted by a rigid arm rigidly attached to the outer end part of the tube, in the general relative position of spring arm II4, and with a spring exerting a generally downward thrust on the outer end of that arm. The torque tending to rotate the tube vabout its longitudinal axis then depends, as it does in the described spring arrangement, with any given spring pressure, on the effective radial length of the arm and the direction of spring pressure. And, with any given spring thrust at the end of an arm of given length, the magnitude of the thrust component which urges the shaft carrier along its guided line of movement away from accessory shaft I6, depends then on the direction of the spring force applied to the outer end of the arm. By disposing that direction at an angle to the direction of carrier movement, the effective component is a maximum when that angle is zero, and becomes less as that angle approaches 90. In the design shown in the drawings, utilizing the illustrated spring, the same thing is accomplished by the simple expedient of bending the outer end II4a of spring varm |I4 so that the axis of its pressure engagement with lug |30 is at an angle to the guided direction of carrier movement.

The effective torque about the axis of tube 30, tending to press roller 62 against drum 64, depends also upon the direction of the spring force, since only the component of that force which is normal to the lever arm is effective in produc- The lever arm is substantially the radial line from the tube axis A to the point of spring application (in the present instance the point of contact of spring arm |!4 and lug |30).

The torque produced by a given spring force also depends upon the length of that lever arm. By

suitable choice of the lever arm and the direction of the spring force both with respect to the lever arm and with respect to the axis of belt 24, it is thus possible to control the relation between the tension of belt 24 and the tractive pressure of roller 62 on drum 64.

In practice, the distribution of the spring forces is preferably made such that the outer driving belt 24 will slip before traction roller 62 will slip von the drum, in the event of the accessory being overloaded or jammed. The independent spring A:force applied to inner belt 56 may also be such that belt 24 will slip before belt 56, if so desired.

The worn belt is much cheaper and easier to replace than a worn traction roller; and of the two belts, 24 is easier to replace. It has been said that individual springs, or weights, can be used to urge the shaft carrier in its two movements of rotation and translation. A spring or springs are preferred, particularly for the rotational movement that keeps roller 62 in tractive engagement with the drum, as the spring does not add inertia to the parts which are in constant Adrum-following movement. Weight could be substituted for the spring action which presses the outer end of the shaft carrier away from the accessory shaft; but even there spring action is preferred. It should be noted, however, that in the arrangement shown in the drawings where the outer end of the carrier moves in a general downward direction to tense belt 24, a part of the belt tensing force is supplied by the weight of the carrier and its carried and attached parts. Fig. 3 shows the various parts` in their normal voperating positions with tractionroller against drum 64 and with belt 24 taut. In that condition the position of the outer end of drive shaft 28 and the axis of the outer end of tube 30 is fixed by several inter-related factors. As is evi'- dent from Fig. 3, clockwise rotation of the outer end of carrier tube 30 and its attached arm 90 about the tube axis is limited by contact of traction roller 62 with drum 64. Assuming for the moment any given position of the running gear drum with relation to the car body, the rotational position of tube 30 and its attached parts is xed. In normal operating condition, the torsion spring presses shaft '28 and sheave 26 away from sheave 22. Due to belt 24 which determines the distance of shaft 28 from shaft I6, the outer end of shaft 28 and of tube 30 are' vwill now be seen that the pivotal connection at 98 could be concentric with tube 30; and the same is true of the pivotal mounting 44 at the inner end of the tube. And those two pivotal mountings do not have to be co-axial, seeing the looseness at 44 and at |00.) For its function of preventing the stated swinging movement, the relative direction in which link |02 extends is not at all critical. It is only necessary that the link extend transversely of a line between 30 and I6. In practice it is desirable that the link extend at a fairly large angle to the line determined by I6 and 28 so that substantial changes of belt length, and also that the following described action of disabling the drive .mechanism, can both be readily accommodated.

In normal operating conditions, the inner end of tube 30 rotates on a longitudinal axis about stud 44 as traction roller 62 swings to the left and right in Fig. 3 following the relative movements of drum 64. The necessarily accompanying rotation of the outer end of tube 30 may be considered as a rotation of that end of the tube about its own axis, although it can be viewed as a rotation about the (then slightly moving) stud 98. As the inner end of the tube rotates for instance clockwise to keep roller 62 against the drum, corresponding. rotation of the outer end of the tube and of arm swings the left hand end of the arm up. 'I'hat angular movement of arm 90 moves stud 98, and the swinging end of link |02, upwardly; correspondingly straightening out the angle between arm 90 and link |02 and moving the outer end of tube 30 -slightly to the right along an arecentered at Vmovement of the stud. On opposite, counterclockwise, rotation of tube 30 to accommodate drum movement to the right, opposite angular changes in the relations of 90 and |02 take place. During all these drum-following actions, rotation of the tube and its attached parts may therefore be viewed either as rotation about either the line A2 or the line A3 shown on Fig. 6; in either case as rotation about a longitudinal axis.

lThe manual lever |09, freely pivoted to the car frame conveniently at stud pivot |06, normally hangs in the position shown in Figs. l and 3, where it rests on a support |40 which projects inwardly from a casing |42 that is mounted under, Vside sill 96y toy cover the mechanism, In that positionth,epart |09a of thearm is spaced from .stud 98. 'When the arm is swungup to-- wardv the positiongof Fig.V 4 itmoves up to the right against stud 98 andraises that stud in a swingingmovementaboutpivot stud |06. Dur'-r ing thevrst. part ofrthis` partof the action thel arm, 90L doesnot swing about the axis of either stud 98 or shaft 28 as traction roller 62 is still held againstdrumvli by the spring action. Arm 90 and the outer end of .tube30 are simplyy swung ingwhat may be regarded in the aspect of ligs.4 3` and 4) as.v substantially a translation".about pivot: (see below). Thev same thing-.would occur if stud 98 were concentric with tube 30 and/orv lf-lever; |09 lifted directly on tubef 30.v Seeing that the translation direction hasasubf stantial- ,componentr in the direction of the line lli-728, the-belt 24 is loosened. Y e

,l ,During that substantially translational upwardmovementloifr theA outer end of tubel and its attachedepartsgthe Whole tube assembly is in. fact'V swing-ing about atransverse axis through mounting lug 4 6.- The line. B1 in Fig. 6 repre-v sents the location -of` that axisin plan; or represents the vertical plane in which that y axis lies. The Vorientation ,ofethataxis as viewed in elevation, is shownbykthe line B in Fig. 3;.v being determined by; the orientation of arm |02 and changing somewhatas. that arm swings up as describedjustabove..k g

Pin .92. onthe-end of arm 90', normally lies in aposition spacedbelow lower sill flange 90. It contacts the ilangefafter an amount of upward translativemovement which is determined by that normal spacing. With pin 02 prevented fromvmoving `up from its stopped position `(see Fig. 4) further'upward*movement of stud 98 and tube'30 causes acOunterI-clockwise rotation of that end of the tube about the upwardly moving pivot stud 98. Consequentlyr the tube as a whole rotates counterfclockwise about the .longitudinal axial lineAa of Fig.A 6, and the parts thus reach thefpositon shownV in Fig. 4 with traction roller 62 swung away from drum 64 and with* pulley 26 raised toward pulley 22, with belt 24 loose. To vhold the partsin those positions, lever |09 ishooked over a suitable projection, such as the one shown at |50 in Fig. 301,;lflrojecting'from` the inner lower edge lof-cast ing|l2. e v

From the-foregoing itwill be seen that the movements-of shaft carrier tube 30 (of the journals in which the shaft is carried) can be described briefly asa-swinging movement about thetransverseiaxis B1, `B2 (Figs.6 and 3) anda rotational movement about the longitudinal axis f A3V` (Fig. 6). Due to the fact that link |02 swingsr through an appreciable angle, the orientation of the transverse axis (as seen in Fig. 3) shifts somewhat inoperation; but that orientation Yshift may be minimized by making link |02 longer, or entirely eliminated -byfguiding the outer end ofthe shaft rectilinearly as has been noted. In any event'the vswinging movement ofthe shaft is .fone thatI takes place about ,a determined transverse axis.' Andwith regard to the longitudinal axis vof'carr'ieror journal rotation, it is noted thatthefunctional effect is the 'same whether the rotation' is aboutV the carrier axis' or'about an offset axis such as A3 substantiallyV parallel to the carrier" axis.

Cert'ain typical modifications and adaptations lowing, Vi1'1'jwhi`ch the diagrammatically represented parts aregwithexception of those particu' torquel upon' lcarri @which.ramassage ample, pivoted directly in Fig. 7, can be producelgb'y"aflifting forceK shown" cany be i although itis'. not n'es:sarilytj: the

, 11 same inthe modified and the preferred embodiments. In Fig. 11 ajournal for the outer end of shaft 28 isA provided by the sleeve |60, which is quite independent of carrier tube 30], Sleeve |60 is mounted directly, and in the present instance rigidly on the swinging end of link |02f, which corresponds functionally to link |02 of the preferred form. Link |02f is pivoted at its other end 04f on xed pivot |06f, the pivot bearing being so-constructed as to allow some freedom of movement about an Iaxis transverse to the pivot axis (corresponding to the freedom provided at in the preferred form). As illustrated, a thick rubber bushing |65 is provided between link end |04f and the sleeve |66 which forms the actual pivot bearing. The outer end of shaft 28 is thus capable of swinging movement about pivot axis |063, that movement having a component along the axis of belt drive 24, as in Fig. 7. Such swinging movement of shaft 28 is urged by spring |01 in a direction to tighten belt 24 and render the drive operative. Spring I|0f is shown connected via bracket |6f to journal sleeve |60, rather than to" carrier tube 30 as in the preferred form. Either type of connection transmits the required transiationai force to shaft 2a to tighten bert 24.

Manual means for lifting shaft 28, in opposition to the spring force, are provided as before by a hand lever I09j, which is pivoted (as before) on fixed pivot |06f, but which in the present modication exerts its lifting force directly on journal sleeve |60, rather than on a pivot stud 98 as in the preferred form.

j Arm 90) is mounted rigidly on the outer end of carrier tube 303 and carries pivot stop 921 in a position to engage the under surface of flange 94 as shaft 28 is swung upward, as in Fig. 7. Stop 92j then functions like stop 92-in the preferred form to rotate the carrier tube about a longitudinal axis with continued upward swinging of shaft 28, moving drive roller 62 from drum 64. However, in the present embodiment. the means for controlling the swinging motion of shaft 28 (including journal sleeve |60, pivoted link |02f, spring connection ||6f and lift lever |09f) are structurally independent of the means for translating that swingingmotion (within a predetermined portion oftsv range) into rotational motion of carrier tube 30f (including arm 90j, pivot stop 92 f and transverse stop engaging surface 94). Consequently, it is not necessary in this modified form to provide, for the outer end of the shaft carrier, a direct mounting on the car body such that the carrier may rotate about an axis longitudinal of the shaft and also translate to and from the accessory' shaft. In full effect however those mounting freedoms are provided indirectly. The carrier (which may here be considered as a sh-aft carrying journal for the inner end of the shaft) can and does rotate about the shaft axis when the traction roller is following the drum in normal operation. It is translationally mounted, indirectly, on the swinging arm |02f via the shaft 12 rectly behind journal sleeve |60 as seen in the diagram. Arm 90g carries a stop element 92g, which corresponds to stop pivot 92 in Fig. 7 and to stop pivot 92) in Fig. 11, but is adapted, upon upward swinging of the forward end of shaft v28 about pivot |06f, to contact the under'surface of link |02 f rather than a fixed surface such as 94. Such contact is indicated at 92h. Upon further upward swinging of shaft 28, arm 90g is caused to swing with link |02f about pivot |06f, just as if (in the present illustrative embodiment) it were rigidly connected to that link. Thus carrier tube 30j and arm i0 are rotated about a longitudinal axis through pivot |06f and innerY support 44 of the carrier, bringing arm '10 into a position 70o in which the drive from drum 68 isv disabled.

on which both the carrier 30j and arm |02f are Y journaled. And, when the outer end of the shaft is lifted to make pin 921 effective as a pivot, the whole carrier assembly then rotatively swings about an axis passing through 921 and pin 44, just as in the preferred form.

Fig. 12 is a schematic diagram, corresponding to the central portion of Fig. '7, and illustrating a modification which will be described initially as a modified form of Fig. 1l. For that purpose the arm 90g in Fig. l2 is to be considered as rigidly mounted `on carrier tube 30f, which lies di- It may be noted that the effect of stop 92g is to make link |02f effectively a rigid part of unit 30, g, which then rotates as a Whole about pivot |06f. The stop surface itself does not become a pivot, as in the preferred form. A useful way of viewing the modification of Fig. l2 is to consider that the two functions of stop 92 of the preferred form (acting as a simple stop and forming a pivot) are shared in Fig. 12 between stop 92g, which performs the stop function, and pivot |06f, which performs the pivot function.

It will be understood that such an arrangement, in which the stop element (92) engages a suitable moving part of the mechanism rather than a xed surface, can be used also in connection with the embodiment of Fig. 7 (in which link |02a is pivoted on carrier 30). Similarly, in the preferred form of the invention (Figs. 2 and 3, for example), arm 90 can be so formed that stop 92 engages link |02, the effect then being to disable pivot 98 and make link |02 temporarily an effectively rigid part of the unit 30, 90.

The general arrangements so far shown and described have been designed for suitability to drive an accessory shaft (such as I6) situated above a driving shaft that is located below the car floor; and for tractively contacting the side of an axle drum located at a level below the driving shaft. Simple re-arrangements of the relative positions of parts will adapt the mechanism to engage the top of an axle drum or car wheel, and to drive an accessory shaft which may also be located below the car floor.

Fig. 8 shows schematically how the mechanism may be rearranged to make traction roller 62c engage the top rather than the side of drum 64e; and how sliding movement of 92 from its position where it strikes 94 may be obviated. It may be remarked that if pivot point |06 be made coaxial with posltion 92,0, then 92 will not slide on 94 during the last part of the swinging movement. In that arrangement 92 needs no sliding surface; any sort of stop to limit it to position 92e will suffice.

`In Fig. 8 the fixed pivot of link |020 is shown at |060 coincident with 92e. In the first part of the movement, the axis of 30 swings about |060 and 90 and 92 move up in translation about pivot |06c, roller 62e remaining in contact with 64o. In further upward movement of 30, the whole system at the outer end of 30 swings about the common fixed axis of 92e and |06c, and hanger arm 10c and roller 62e at the inner end of 30 swing up through a commensurate angle. The action of arm 10c and roller 62e is the same as before, with reference to 64e, although here the arm is shown as projecting substantially horizontally from 30.

They arrangement is such asto confine stud.` 98, arm 90 and. tube 30 in a direction longitudinal of thetuba'and at the same time to allow the relative gyratory movements between. the tube, arm and stud and the link armlfi2 which arel necessitated by the described movements of the outer end ofthe carrier tube. Shaft 28 is, ofcourse, assumed to be fixed longitudinally of tube 30 in which it is journaled.

The relative movements between the car .body and the wheel and axle unit which occur in c ar use and operation are fully provided for. Relative vertical movements due to load changes and vertical spring action merely cause the traction roller 62 to ride higher orlower on the drum (or wheel) G4. Considerable `change in that regard causes only a small angular shift of hanger arm land arm 90 about the axis of tube 30. That is the primary reason why it is preferred to have 6,2 contact the side rather than the top of a drum or. wheel. Also the drum centered on the axle length is preferred as a driving element toa car wheel because the drum can be made of ample length to prevent roller 62 from running oi its end with relative lateral movement between car body and running gear or with swivelling motion of the truck. And in the swivelling motion (which of course takes place about an axis longitudinally removed from the axle and drum) the angular positions of and 90 about the axis of. are not greatly changed. The normal spacing of pin 92 `from its stop surface (94) is made large enough to fully take care of all angular movements of hanger arm 10, so that in -normal operation that arm does not limit the motion of carrier tube 30. It is only when the Amechanism is put out of operation, to save it from needless wear when accessory operation on the moving car is not desired or when the accessory is to be driven from another power supply, -that pin 92 on arm 90 comes into action as a pivot.

We claim:

1. Driving mechanism for an accessory carried by the body of a car structure which has a Arunning gear element affording a driving drum, .the accessory having an operating shaft; said -driving mechanism including a driving shaft; shaft carrying structure on which the driving shaft is carried in a position spaced from the ac- .cessory shaft in a direction lateral of the driving shaft, said shaft carrying structure includ- ,ing journals carrying the driving shaft near its rrespective ends, means for mounting one of the Ajournals on the car body for rotation about-an axis longitudinal of the driving shaft and for swinging motion, independently of said rotation, about an axis which is transverse of the longitudinal axis and transverse of the direction of the spacing of the two shafts, whereby the other end of the shaft may swing about said transverse axis in directions toward and from the accessory shaft, and including also means for re- .stricting the other one of the journals to move- .ment in directions toward and from the accessory shaft; means for transmitting power from therunning gear drum to the first mentioned end of the driving shaft, said transmission means including a transmission element carried by the first mentioned journal in a position eccentric of the longitudinal axis of rotation and being Arendered effective by rotation of the said journal about the longitudinal axis in a predetermined 'actuating direction; a second power transmis- `'sion acting between the swinging end of the driving shaft and the' accessory shaft and rendered effective by the said swinging movement of that end of the driving shaft in a predetermined ac-f tuating direction about said transverse axis; and means tending to rotate the first mentioned jour'= nal about the said longitudinal axis in said ac. tuating rotative direction and tending to swing the driving shaft about said transverse axis in said actuating swinging direction.

2. Driving mechanism as defined in claim 1 and including means for causing rotation of the rst mentioned journal about the said longitu-f dinal axis in a direction opposite to the said actuating direction and for causing swinging of the driving shaft about the said transverse axis in a direction opposite to the said actuating direction, whereby both said transmissions are rendered ineffective.

3. Driving mechanism as defined in claim 1 and including stop means actuated by virtue of movement of the shaft carrying structure about one of said axes in a direction opposite to the said actuating direction, said stop means establishing upon such actuation a linkage between the two said movements of said structure whereby continued movement about the said one axis in the last said direction is accompanied by movement about the other axis in a direction opposite to the said actuating direction.

4. Driving mechanism for an accessory carried by the body of a car structure which has a. running gear element affording a driving drum. the accessory having an operating shaft; `said driving mechanism including a driving shaft,.a shaft carrier on which the driving shaft is journaled, means for mounting one end of the shaft carrier'on the car body for rotation about an axis longitudinal of the shaft and swinging movement, independently of said rotation, about an axis transverse of the longitudinal axis, a hanger arm affixed to said end of the carrier, a traction roller mounted on the arm and adapted to be moved toward and from the running-gear drum by rotation of the shaft carrierl andarm around the longitudinal axis, a transmission by which the driving shaft is driven from the trac:- tion roller, means mounting the other end of the shaft carrier on the car body for rotation about said longitudinal axis and for swinging movement about said transverse axis, independent of said rotation, along a line to and from the accessory operating shaft, spring means tending to rotate the carrier about said longitudinal axis in the direction which moves ,the traction roller toward the drum and tending-to move the last mentioned end of the carrier in one direction along its line of movement, anda vtransmission between the driving and accessory shafts which is rendered effective by movement of the driving shaft in said last mentioneddirection. Y

5. Driving mechanism as deflned in claim4 and in which the means mounting the second mentioned end of the carrier on the car body includes an arm rigidly aixed to said end of the carrier and projecting therefrom transversely, a mounting link pivoted at one end to the car body and at the other end to said arm adjacent the shaft carrier, at least one of the link pivots being loose, the mounting for the first mentioned end lof the carrier being an eective point support for that end of the carrier, the rigid arm and its end of the carrier forming a unit. a stop adapted to be engaged by the outer end of said arm upon limited movement of said unit in the direction that renders the accessory -Shaft ktransmission ineffective, and said mechanism also including means, engageable withsaid unit at a point r-emoved along the length of the arm from Yits stop engaging end, and adapted to move the unit in said last mentioned direction.

6. Driving mechanism for an accessory carried by the body of a car structure which has a running gear element affording a driving drum,

`the accessory having an operating shaft; said driving mechanism including' a driving shaft, a shaft carrier on which the driving shaft is journaled, means for mounting one end of the shaft carrier on the car body for rotation about an axis longitudinal of the shaft vand swinging movement, independentlyv of said rotation, about an axis transverse of the longitudinal axis, a hanger arm affixed to said end of the carrier, a transmission element journaled on the outer end of the hanger arm and adapted to be moved to and from the running-gear drum by rotation of the shaft carrier and arm around the longitudinal axis, said transmission element forming a part of a transmission between the drum and said driving shaft which is rendered effective by rotational movement of the shaft carrier and arm about the longitudinal axis in one direction, means mounting the other end of the shaft carrier on the car body for rotation about said longitudinal axis and for swinging movement about said transverse axis, independent of said rotation, along a line to and from the accessory operating shaft, spring means tending to rotate the carrier about said longitudinal axis in the direction which renders the transmission effective between the drum and the driving shaft and tending to move the last mentioned end of the carrier in one direction along its line of movement, and a transmission between the driving and accessory shafts which is rendered effective by movement of the driving shaft in said last mentioned direction.

7. Driving mechanism as dened in claim 6, and in which the rst mentioned mounting means vcomprises an effective point support for the shaft carrier located on the longitudinal axis of carrier rotation.

8. Driving mechanism as dened in claim 6, and in 'which the second mentioned mounting means for the second mentioned end of the shaft carrier comprises a link pivotally connected at one end to the car body and at its other end to the shaft carrier, one at least of said pivotal connections allowing relative swinging movement of the carrier about an axis transverse of its longitudinal axis of rotation.

9. Driving mechanism as defined in claim 8 and in which said second mentioned mounting means also comprises an arm rigidly aiixed to the second mentioned end of the shaft carrier and projecting therefrom transversely of the carriers longitudinal axis of rotation, said arm and carrier-end forming a unit which is rotatable with respect to the pivotally connected link, a pivot element forming a part of said unit and adapted to engage a stop surface on the car body upon movement of the unit in a direction which renders the accessory shaft transmission ineffective, and said mechanism also including means,

engageable with said unit at a point removed and also including an arm rigidly aixed to the second mentioned end of the shaft carrier and projecting therefrom transversely of the carriers longitudinal axis of rotation, said arm and carrier endA forming a unit, and a stop limiting movement of the outer end of the arm in the direction in which the carrier moves to render the accessory shaft transmission ineffective.

.11. Driving mechanism as dened in claim 10 and also including means, engageable with said carrier-arm unit at a point removed along the length of the arm from its stop engaging end, and adapted to move the unit in the direction ywhich renders the accessory shaft transmission ineffective.

12."Driving mechanism as defined in claim 6 and in which the spring means comprises a single torsion spring element extending longitudinally of the shaft carrier and having a transverse arm at one end, the other end of the torsion spring being connected to the shaft carrier, the transverse arm being connected at its free end with the car body, and the spring element being also connected, at a point near the junction of the transverse arm with the torsion element, with the shaft carrier at a point near its second mentioned end.

13. Driving mechanism as defined in claim 6 and in which the spring means comprises a single torsion spring element which includes a torsion bar extending longitudinally of the shaft carrier and having transverse arms at its opposite ends, one of said transverse arms being connected with the i'lrst mentioned end of the shaft carrier, the other of the transverse arms being connected at its free end with the car body, and the spring element being also connected, at a point near the junction of the latter mentioned arm with the torsion bar, with the shaft carrier at a point near its second mentioned end.

14. Driving mechanism as defined in claim 6 and in Iwhich the second mentioned mounting means for the second mentioned end of the shaft carrier comprises a arm rigidly aflxed to that end of the carrier and projecting therefrom transversely of the carriers longitudinal axis of rotation, a pivot forming element on the free end of said arm adapted to engage a stop surface on the car body upon movement of the arm with the end of the carrier in the direction which renders the accessory shaft transmission ineffective, and a link pivotally connected at one end to the car body and at its other end to said arm near the carrier, one at least of said pivotal connections allowing relative swinging movement of the carrier about the axis transverse of its longitudinal axis of rotation.

`l5. Driving mechanism as defined in claim 14, and also including a manually operable lever pivoted on the car body and adapted to be moved against the second mentioned pivotal connection of said link in the direction of movement which renders the accessory shaft transmission inoperative.

16. Driving mechanism as defined in claim 1, and including means for limiting motion of the shaft carrying structure about one of said axes in the direction opposite to the said actuating direction.

17. Driving mechanism as defined in claim 1, and including an arm carried by and projecting transversely from the first mentioned journal, and a stop engageable by the arm by virtue of movement of that journal about the transverse 19 axis in the direction opposite to said actuating direction.

18. Driving mechanism as defined in claim 17, and in which the relation of the arm and the stop to the longitudinal axis of said journal is such that continued movement of the journal about the transverse axis after engagement of the stop by the arm causes rotational movement of the journal about the longitudinal axis in a direction opposite to said actuating direction.

19. Driving mechanism as dened in claim 1, and in Which the last mentioned means comprises a single torsion spring element extending longitudinally of the driving shaft and having a transverse arm at one end, the other end of the torsion spring being connected to the first mentioned journal, the transverse arm being connected at its free end to the car body, and the '20 spring element being also connected, at a point near the junction of the transverse arm with the torsion element, with the second mentioned journal.

PAUL K. BEElVIER. HENRY O. FUCHS.

REFERENCES CITED The following references are of record in the file of this patent:

UNITED STATES PATENTS Number Name Date 729,759 Gregg i June 2, 1903 1,025,506 Bliss May 7, 1912 i1,537,071 Farley May 12, 1925 1,543,400 Starkey June 23, 1925 2,413,158 Van Dorn Dec. 24, 1946 

